Two-cycle internal-combustion engine



W. R. FASEY.

Patented Apr. 19, 1921.

2 SHEETS-SHEET 1- HMWIIZZ- W. R. FASEY.

TWO-CYCLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 10. 191B.

2 SHEETS-SHEET 2.

1,374,915. Patented Apr. 19, 1921.

. fTo a ZL it ma concern PATENT OFFICE.

WILLIAM ROBERT FASEY, OF SNABESBROOK, ENGLLTWD.

TWO-CYCLE INTERNAL-COMBUSTION ENGINE.

Specification of Letters ratent.

Patented Apr. 19, 1921.

Application filed July 10, 1918. Serial No. 244,304.

Be it known t at I WILLIAM ROBERT FASEY, a subject of the king of GreatBritain, and resident of Snaresbrook, Essex, England, have inventedcertain new and useful Improvements in Two-Cycle Internal- CombustionEngines, of which the following is a specification.

This invention relates to improvements in and connected with two cycleinternal combustion engines and has reference to two cycle engines ofthe kind wherein the reclprocation of the pistons is converted intorotation of a shaftbyineans of cam driving mechanism and the' 'cylinderends are utilized for induction and initial compression of the charge.

The present invention consists broadly of an engine of the fore oingtype having op-- posed power or wor ing pistons reciproeating innon-rotatable cylinders which pis tons cooperate with rotatable cams andthe cylinder ends are utilized for the induction and initial compressionof the charge which is then transferred to and compressed and fired in acombustion chamber located between the ends of the opposed pistons.

An important feature of the invention is the particular curvature of thecam paths which has its straight portions which correspond to restperiods of the pistons divided into two or moreportions so thatimmediately exhaust has taken place the piston moves sufliciently toclose the exhaust or open the inlet ports as desired.

As previously indicated an engine in accordance with my invention hastwo cam paths and the combustion chambers are formed between pairs ofopposed pistons and the arrangement of the cam Ipath relative to eachother is preferably sue that just prior to the closure of the exhaustports opening of the inlet ports occurs-or rather the inlet ports openslightly in advance of the closure of the exhaust portsso that theincoming charge operates to complete the exhaust. In some cases, howeverthe scavenging ma be effected by an air charge and upon furt or movementof the piston the combustible charge may be admitted.

The invention involves many features and details which are of practicalimportance, and in order that the invention may be readily understoodand carried into practice, reference is made to the accompanying drawingin which Figure 1 illustrates dlagrammatically the preferred t1on, andFig. 2 shows the preferred curvature of the cam paths, diagrams of thepositlons of the pistons relative to the inlet and exhaust ports beingshown at various positions.

In accordance with the form of the invention shown in the drawing,provide opposed plstons 1 which operate in opposite form of my inver.

ends of the cylinder and are operated by cam driving mechanism 2 and 2.The cam wedge of sa1d cam driving mechanism engages between rollers 3which are carried by the piston. The cams are arranged at o posite endsof a rotor 5 and the cam we s are sqconstruoted as to cause the pistonto move in opposite directions in the cylinders 1. The combustion space6 of the cylinders is surrounded by a cooling jacket 11. One

of the ends of the cylinder may be used if desired for compressing airto provide a scavenging charge in which case the cam paths may bemodified to cause one of the pistons to expose the inlet port to admitthe air charge slightly prior to the admission cylinders may bedelivered to an annular internal casing 9 surrounding the central rotorshaft 5, or the gases may be passed through the center of the shaft, forinstance, through spring loaded non-return valves adapted to open uponthe attainment of a given pressure within the cylinder ends. In any caseit will be appreciated that the charge is compressed into a compressionchamber or pipe of some form which has access to the combustion chamberthrough the inlet ports 7 in the cylinder wall. In the present examplethe charge is compressed as aforesaid into the annular casing 9. Theengine functions in the following manner dealing for simplicity with onepair of opposed pistons. By reason of the relative curvature of the twocam paths 2, 2- which are preferably ribs formed on the rotor ends-thetwo opposed pistons 1 come together to compress a charge between them inthe space indicated by dotted lines in Fug. 1, both the inlet andexhaust ports 7 and 8 respectively being closed by the plstons duringthis compression stroke. Tgnltlon or firing then occurs and the twopistons separate. At the end of the combustlon stroke of the exhaustport, 8 is opened at one end of the combustion chamber by reason of thepiston at that end hav1ng reached its extreme position. The piston atthe other end has not however uncovered the inlet port 7 because thecurvature of the cam at that end is such that the piston has not quitereached the end of its stroke. The pistons, have, however, both reachedrest periods and no movement takes place but exhaust to atmosphereoccurs. The curvature of the cams relative to eachother is now such thatthere is a small movement of both pistons in the same direction. That isto say, there is a rise on one cam and a fall on the other and as aconsequence the piston at one end moves inward to cover the exhause port8 and the piston at the other end moves outwardin the same direction-toopen the inlet port 7 at that end, and the arrangement is as aforesaidpreferably such that the inlet port 7 begins to open slightly in advanceof the closing of the exhaust port 8. Thus a charge which has of coursebeen compressed into the compression chamber by the outward movement ofthe pistons rushes in through the inlet port 7 and sweeps out ancombustion gases remaining in the cylin er prior to final closure of theexhaust port. There is then a period when the pistons both remainstationary with the inlet port 7 full open, and the exhaust port 8 fullyclose The curvature of the cams is now such that the two pistons cometogether to compress the charge between them and firing again occurs andthe cycle of operations is repeated. This cycle of operations will bereadily understood upon reference to Fig. 2 which shows the curvaturesof the wo cam paths 2 and 2 relatively one to the other. VWren thepistons are at about the line a firing occurs and the combustion strokecontmues until the pistons have reached the line b. At this point thepiston at one end opens the exhaust port 8 but the piston at the otherend has not yet uncovered the inlet port. From 6 to 0 both pistonsremain stationary while passing the straight portions of the curve, theinlet remainin closed while the exhaust is fully open. y reason of therise on the cam 2 and the depression on the cam 2 the inlet port nowopens and the exhaust port closes but the curvature is such that theinlet opens slightly before the exhaust port is fully closed and for abrief period scavenging occurs. While the istons are passing from 0 to dthe inlet port 1s fully open and the exhaust port is fully closed, andduring this period the fresh charge being under pressure enters thecylinder between the two pistons and whlle the pistons are operatingupon the sloplng portlons (if-a the pistons come together and compressthe charge between them, both the inlet and exhaust ports remainingfully closed and when the position a is reached firing again occurs. Itwill be understood that when the pistons come together to compress thecharge between them a fresh charge is being drawn into the pump end ofthe cylinder which during the firing stroke or compression stroke of thepump is forced into the casing 9, a non-return or other valve beingprovi ed in the induction pipes 10 and between the cylinder ends and thechamber 9. It will of course be understood by those conversant with thistype of engine that any convenient number of cylinders and pistons maybe arranged in a circle around the axis of the englne and that thearrangement may be such that the cylinders form the rotor and revolvearound stationary cam paths or ribs and of course the curvature of thetrack giving the desired cycle of operations may be repeated as manytimes aS required around the circle. Moreover a single ended engine maybe constructed and the charge compressed between one end of the singlepiston and the cylinder end and the other end of the piston and cylinderutilized as a pump to compress the charge into a compression chamber,but in this case it will be preferable to employ exhaust valves actuatedby cam or other mechanism while the inlet arrangements may remain asbefore constituted by ports in the cylinder wall adapted to be coveredand uncovered by the piston in its travel.

What I claim and desire to secure by Letters Patent is 1. In an internalcombustion engine, a cylinder provided at points spaced from its endswith an inlet port and an exhaust ort, said ports being spaced apart; aair 0 pistons for operation in the opposite ends of the cylinder andarranged one to open and close the inlet port and the other to open andclose the exhaust port; a revoluble shaft, and cams on said shaft andarranged to operate said pistons, so that one of said pistons uncoversthe exhaust port at the end of the combustion stroke and then closes thesame, and the other piston opens the inlet port shortly in advance ofthe final closing of the exhaust port.

2. A two cycle internal combustion engine comprising opposed pistons,rollers carried by said pistons, cam paths carried by a rotor with whichcam paths said pistons cooperate, induction and initial compressionchambers formed-in the cylinder ends, combustion chambers formed betweenthe oppositely moving pistons, inlet and exhaust ports formed in thecylinder wall, said cam paths having straight portions which correspondto rest periods of the pistons, said straight portions being dividedinto two parts, whereby at the end ofjthe combustion stroke the exhaustport opens to permit exhaust to atmospheric pressure prior to theopening of the inlet port and inlet port opens prior to the usualclosing of the exhaust port.

3. A two cycle internal combustion engine comprising opposed pistons,rollers carried by said pistons, cam paths carried by a rotor with whichcam paths said pistons cooperate, induction compression chambers formedin the cylinder ends, combustion chambers formed between the oppositelymoving pistons, inlet and exhaust ports formed in the cylinder walls,said cam paths having straight portions which correspond to rest periods0 the pistons, said straight portions being divided into two parts,whereby at the end of the combustion stroke the piston at one enduncovers the exhaust port to permit exhaust to atmospheric pressure, andthe piston at the other end then opens the inlet port shortly in advanceof the final closing of the exhaust port whereby a final scavenging iseffected prior to the closing of the exhaust port.

In testimony whereof I aflix my signature in presence of two witnesses.

WILLIAM ROBERT FASEY. Witnesses:

ELIZA F ASEY, EMMA Woons.

